Governor for direct-acting engines



.(No Model.)

G. G. PHILLIPS.

GOVERNOR FOR DIRECT ACTING ENGINES. No. 257,976. Patented May 16, 1 882.

N PETERS. PhuloLilhogr-aiaher, Wah ngmm me UNITED STATES PATENT OFFICE.

GEORGE G; PHILLIPS, OF SILVER CITY, NEVADA.

GOVERNOR FOR DIRECT-ACTING ENGINES.

SPECIFICATION forming part ofIetters Patent No. 257,976, dated May 16, 1882.

Application filed March 13, 1882. (No model.)

To all whom it may concern:

Beit known that I, GEORGE O. PHILLIPS, of Silver City, in the county of Lyon and State of Nevada, have invented a new and useful Improvement in Governors for Direct-Acting Engines, of which the following is a specification.

My invention relates to an improved device for automatically controlling the movement of the piston in direct-acting engines, by which any variation in thelength of stroke is caused to change the area of the steam-inlet and bring the piston back to its normal stroke, the engine being thereby made self-regulatin g, and the piston made to travel uniformly under varying conditions of work.

The present invention is an improvementon a device or mechanism for usein direct-acting engines where thereis no fly-wheel or gearing to equalize the movement of the piston, and which has been made by me the subject of a prior application for Letters Patent.

Thefollowin g descrip tion, in connection with the accompanying drawings, willfully explain my said improvement and the manner of constructing, applying, and using it.

In the drawings referred to, Figure 1 is a side elevation of my device with one of the side plates removed to expose the working parts. Fig. 2 is a top view of-the device as ready for attachment to the engine, the shaft that connects it with the throttle valve being shown. Fig. 3 is a detail of the toothed wheel and the loose pulley G.

A may represent a frame or slotted plate forming an elongated yoke with parallel sides or bars A A, which are of a length somewhat greater than the longeststroke that can be made by the engine.

B B are two face-plates, between which the joke is inclosed and guided in its movements, and they also furnish bearings for a horizontal shaft, 0, that passes through them and is connected with the stem of a throttle-valve in the supply pipe, either in a direct manner thereto or by intermediate shafts and gearing, as may he required by the character of the engine, the position of the governor, or of the supplyvalve, or where other conditions prevent direct application. To this yoke a motion of reciprocation in degree equal to the stroke of the piston, and uniformly with it, is imparted of the reciprocationof the yoke a set of pawls or catches carried by these bars is caused to engage with the teeth or notches on the rim of the wheel'E and turn the shaft 0.

G is a friction-wheel held loosely upon a hub or collar, g, upon the side of thewheel E and designed to support the yoke,6f which the top bar or part, A, bears upon I the rim of this wheel. While traveling back and forth with the piston the yokeis carried upon this wheel, and the pawls or catches which are pivoted to the side of the bars A A are kept in line with the toothed wheel E.

H H are two pivoted catches, one placed on the side of the top bar, A, to engage with the wheel E from above, and the other one, H, on the bottom bar, A, to operate against the wheel from below. These two catches are held upon pintles h h, projecting from the sides of the bars, and they are placed to work in oppo site directions-that is, one engages with the ratchet-wheel when the yoke moves in one direction and the other operates to catch into the wheel when the yoke makes the return movement. These catches are balanced so that they work Without springs, for which purpose they are provided with the counter-weigh ts h, and the pivoted latches J J, fixed in'between the face-plates, are also employed to throw each catch H clear of the wheel E, whilemoving in one direction, and to bring it down into engagement with the notches or depressions on the wheel upon the return motion. Theselatches are placed one to each catch H H. They turn on pintles jj, and they are counterbalanced by the projecting arm or portion j j. When at rest they lie against the'stops 7c, and are then in position to engage with the projecting ends it h of the catches H. The Working ends of these latches J are of hook shape, with a shoulder, m, on the back and a bevelface, I. on the front, the action of which against the ends it It in the movement of the yoke back and forth raises the end ofthe catch clear of the wheel E when the yoke moves in one direction and throws itdown into line with the notches of the wheel when the reverse movement takes place.

I I are two similar catches, located at the ends of the yoke in position to engage with the notched wheel when an increase in the length of movement ofthe yoke is sufficient to bring them into contact with the rim of the wheel. These catches are each placed to work in contrar manner to the other catches, H H, on the same bar, A A, and they are counterbalanced bytheprojection i t on theother side of their pivots, so that the working ends are kept in position to come in contact with the wheel E and engage with its notches when carried far enough along by the stroke of the yoke.

As thus constructed and put together this device will be operated as follows: Connection of the yoke Abeing made with some suitable part to give it a length'of motion in unison with the engine-piston, its movements in one direction, or to the left, as in Fig.1, will bring the catch H into contact with the wheel E and produce rotation of the wheel to the right and turn the shaft (J in the same direction until the catch is disengaged by the continued travel of the yoke. In like manner the return movement of the yoke will bring the other catch, H, into play and turn the wheel in the same direction. At each time of these movements, also, before the catch approaches the wheel E near enough I inlet and reduce the pressure.

to engage with its rim, the projecting end of the catch comes in contact with the bevel end lof its latch J, and the catches are thrown into working position with certainty at each movement. On the return of the catches, also, when they are not intended to move the wheel, the shouldered or hooked portion ofthe latches raises the catches clear of the wheel, so that they pass over it freely. Each completestroke of the yoke forward and back therefore turns the wheel E twice a certain distance in one direction,.0r forward, and this rotation, acting upon the shaft 0, increases the area ofthesteaminlet a certain amount, thereby producing a regular increase of steam-pressure in the cylinder; and this forward movement takes place as long as the yoke does not travel far enough to bring the outer catches, l 1, into action. When trom any'change in the pistons stroke, however, whereby its travel exceeds the required length of stroke, the motion of the yoke is increased in proportion, and the catches I are brought at the end of each stroke into action to turn the wheel E a certain distance in the reverse direction, or backward, the effect of which is to diminish the size of the steam- Therefore when the movement of the yoke is long enough to bring the outer catches, I, into action the inner end of each catch strikes against and passes over the rim of the wheel E as the end of the stroke is reached, and then at the reverse movement the catch drops into the notches or depressions in the wheel and produces rotation as the yoke moves backward. This takes place at the end of each stroke until the movement of the yoke no longer brings the catches I 1 into action, and then the reduction of pressure ceases and the catches 11 only are in action.

. The several views herein referred to show the application of my device to a pumping-engine ot' the direct-acting kind, and also the details of the catches and operating-latches, and the notched wheel, and the loose friction-wheel or disk to carry the reciprocating yoke.

This device has great simplicity of construction, is comparatively noiseless in operation for the reason that no springs or sliding bars are employed, and the parts are positive and certain in their opera-tion at every stroke of the yoke..

Having thus fully described my invention, what I claim, and desire to secure by Letters Patent, i

1. The combination, with the notched or toothed wheel E, keyed to the shaft 0, which is connected with a valve governing the steamsupply, of the frame or elongated yoke A, having catches H H I I, and connected with the engine-piston to travel uniformlytherewith and with the same length of stroke, substan tially as herein described, to operate as set forth.

2. The combination, with the elongated yoke A, adapted to be driven by or from the movements of the engine-piston and to travel with a reciprocating movement over the notched or toothed wheel E, of the balanced catches H H I l and the latches J J, substantially as here: in described.

3. The combination together of the wheel E, keyed to the shaft 0, the wheel G, turning loosely upon the shaft, the reciprocating yoke A, having catches H H I I and the face-plates B B, substantially as herein described.

4. The herein-described stroke-governingdevice for direct-acting engines, consisting of the face plates B B, the shaft 0, passing through the same, the notched or toothed wheel E, keyed to the said shaft, the wheel G, held loosely upon said shaft, the elongated yoke A, having the pivoted catches H H I l, and the latchesJ J, combined for operation together substantially as described.

GEO. O. PHILLIPS.

IIO 

